Pitts: a Basic Trainer

Home , Aerobatics, CompuServe, Gene Soucy, Kirby Chambliss, Patty Wagstaff, Slip (aerodynamics)

July 2013

•Burning Grass in a Boeing 727 •Flight Cam Solution

Pitts: A Basic Trainer

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB Vol. 42 No.7 July 2013 A PUBLICATION OF THE INTERNATIONAL AEROBATIC CLUB

CONTENTSOFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

“I said ‘basic trainer,’ as in the same basic training category as a C-152 or a Piper Cub.” –Budd Davisson Features

4 Pitts as a Trainer by Budd Davisson

12 Cutting Grass With the Boeing 727 by Mark Benton

16 iPhone What Else Do You Need? by Patrick Carter

The Cover Columns 20 / Ask Allen Grady Marx flies his Pitts S-2b for EAA’s camera crew 32 / Meet a Member during a recent AirVenture. Photo by Bonnie Kratz. Departments 2 / Letter From the Editor

3 / News

24 / Contest Calendar

31 / FlyMart & Classifieds OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

REGGIE PAULK COMMENTARY / EDITOR’S LOG

OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB

Publisher: Doug Sowder IAC Manager: Trish Deimer-Steineke Editor: Reggie Paulk OFFICIAL MAGAZINE of the INTERNATIONAL AEROBATIC CLUB EDITITOR IN CHIEF: J. Mac McClellan SENIOR ART DIRECTOR: Olivia P. Trabbold July can only mean AirVenture

Contributing Authors: But first, the Boeing 727 & the Pitts as Trainer Mark Benton Gary DeBaun Patrick Carter Reggie Paulk Budd DavissonOFFICIAL MAGAZINE of the INTERNATIONALAllen Silver AEROBATIC CLUB

IAC Correspondence International Aerobatic Club, P.O. Box 3086 This month, we take a small Budd Davisson is one of those Oshkosh, WI 54903-3086 Tel: 920.426.6574 • Fax: 920.426.6579 detour off the beaten path to characters in the aviation world E-mail: [email protected] talk about two subjects rarely whose name has become syn- mentioned in the world of Aero- onymous with a certain aircraft ADVERTISING batics—the Boeing 727 and Pitts type—in this case the Pitts. He Katrina Bradshaw [email protected] Sue Anderson [email protected] as a basic trainer. How does a is well known as the guy who Jeff Kaufman [email protected] Boeing 727 have anything to do will teach you how to land a Pitts with aerobatics, you ask? over and over while keeping it Mailing: Change of address, lost or damaged in one piece. During the course magazines, back issues. of thousands of hours teaching EAA-IAC Membership Services others to fly the airplane, he has Tel: 800.843.3612 Fax: 920.426.6761 E-mail: [email protected] come to a much deeper under- . . . burning the grass standing of its capabilities. She The International Aerobatic Club is a division of the EAA. may be fast and small and super at Denver Stapleton sensitive to the slightest input, but Budd has one conclusion; the EAA® and SPORT AVIATION®, the EAA Logo® and Aeronautica™ are back in the day. Pitts biplane is the ideal basic registered trademarks and service marks of the Experimental Aircraft trainer. And why not? I only wish Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly I had started out in a Pitts! prohibited. Copyright © 2013 by the International Aerobatic Club, Inc. Is it July already? That can All rights reserved. Mark Benton contributed a mean only one thing; Oshkosh!

The International Aerobatic Club, Inc. is a division of EAA and of the story in a previous issue of the We’ll be there at the IAC building NAA. magazine dedicated to his love and Vicki Cruse Pavilion on Phil- affair with a certain Pitts bi- lips 66 Plaza—the best seat in A STATEMENT OF POLICY The International Aerobatic Club, Inc. cannot assume responsibility for the accuracy of the material plane. Through our conversa- the house. Come on down, sit in presented by the authors of the articles in the magazine. The pages tions, I learned he is an airline the shade and enjoy listening to of Sport Aerobatics are offered as a clearing house of information captain, and used to fly sideways an all-star lineup of speakers. The and a forum for the exchange of opinions and ideas. The individual reader must evaluate this material for himself and use it as he sees on a Boeing 727. One thing led list includes such names as Gary fit. Every effort is made to present materials of wide interest that will to another, and before I knew DeBaun, Rich Stowell and Patty be of help to the majority. Likewise we cannot guarantee nor endorse it, we were talking about burn- Wagstaff. I’ll see you there! IAC any product offered through our advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained ing the grass at Denver Stapleton through our advertising so that corrective measures can be taken. back in the day. His story was so Sport Aerobatics (USPS 953-560) is owned by the International interesting, I just had to include Aerobatic Club, Inc., and is published monthly at EAA Aviation Center, Editorial Department, P.O. Box 3086, 3000 Poberezny Rd., Oshkosh, it in Sport Aerobatics. He even WI 54903-3086. Periodical Postage is paid at Oshkosh Post Office, manages to tie flying the big Oshkosh, Wisconsin 54901 and other post offices. Membership rate for Boeing into aerobatic flying dur- the International Aerobatic Club, Inc., is $45.00 per 12-month period of which $18.00 is for the subscription to Sport Aerobatics. Manuscripts ing the course of his musings. submitted for publication become the property of the International Aerobatic Club, Inc. Photographs will be returned upon request of the author. High-resolution images are requested to assure the best quality reproduction. POSTMASTER: Send address changes to Sport Aerobatics, P.O. Box 3086, Oshkosh, WI 54903-3086. CPC 40612608

2 Sport Aerobatics July 2013 Please submit news, comments, articles, or suggestions to: [email protected] IAC AirVenture Lecture Schedule Preliminary preview of attractions

Date Start Time End Time Event Location SpeakerName 7/31/2013 10:00 AM 11:15 AM Aerobatics - why get into Aerobatics Pavilion - IAC HQ Patty Wagstaff competition? 7/31/2013 11:30 AM 12:45 PM Aerobatic Wiring, Oil Systems, Aerobatics Pavilion - IAC HQ Bill Bainridge, and Lightweight Starters B&C Specialty Products 7/31/2013 1:00 PM 2:15 PM Falling with Style: What You Aerobatics Pavilion - IAC HQ Michael Church Can Learn from Spins 8/1/2013 10:00 AM 11:15 AM Art & Aerobatics: Joining Two Aerobatics Pavilion - IAC HQ Lise Lemeland Passions through Painting 8/1/2013 11:30 AM 12:45 PM Cultivating NextGen Aerobatics: Aerobatics Pavilion - IAC HQ Michael Lents the Collegiate Program 8/1/2013 1:00 PM 2:15 PM Stearman Aerobatics Aerobatics Pavilion - IAC HQ David Burroughs

8/2/2013 10:00 AM 11:15 AM Loss of Control Aerobatics Pavilion - IAC HQ Rich Stowell

8/2/2013 11:30 AM 12:45 PM “No plane? No Problem” Aerobatics Pavilion - IAC HQ Gary DeBaun Volunteering at a Contest

Like airshow preformers prepare for flight, prepare for your AirVenture week. Check the latest IAC schedules for exciting attractons you won’t want to miss.

www.iac.org 3 as a Trainer Pitts

BONNIE KRATZ

4 Sport Aerobatics July 2013 The best there is.

by Budd Davisson

Right up front I want to clarify that this is an editorial essay more than it is an article, and I’m in no way taking a neutral position. What follows is my personal opinion, and that opinion is that Pitts Spe- cials, especially the S-2A and -B, are hands down the very best basic trainers in aviation’s broad inven- tory of trainers. Reread that last paragraph. I didn’t say aerobatic trainer. I said “basic trainer,” as in the same basic training category as a C-152 or a Piper Cub. This is based on something over 7,000 hours of dual, given in a wide variety of trainers with more than 5,400 hours of that in a Pitts, in the pattern, at an av- erage of seven to eight landings an hour spread across 42 years. We should also probably clear up another point about the opinion I’m about to share. I teach aerobatics, as all Pitts instructors do, but the vast majority of my instructional time is teaching landings. And everything you know about flying is compressed into the short period between downwind and touchdown.

www.iac.org 5 BONNIE KRATZ

6 Sport Aerobatics July 2013 If your basic stick-and-rudder skills are weak, you’ll find that getting the airplane into the “sweet spot” in ground effect just before touchdown is a helluva challenge. In fact, the widespread, and wildly erroneous, reputation of the Pitts is built upon what people think is squirrely ground handling, but isn’t. The reputation should actually be built around the higher-than-normal demand placed upon the pilot’s basic skills while flying the approach and getting the setup for the touchdown correct. AARON LURTH I’m not going to get into my feelings about how ground roll etc. These, and a lot more, are should be handled, nor am I go- What I’m saying here part of Ground School 101, but ing to get into how I personally is that the landing roll are barely noticeable in most late- teach approaches. Every Pitts pi- generation airplanes because of lot and every Pitts instructor has is a thousand times careful engineering tweaks. This his own way of doing it, and ev- is especially true of trainers. eryone is convinced that they are easier if the touch- The result is that instructors the only ones who are right. It’s a can get by without harping on, ridiculously contentious subject. down is straight with or correcting for, these physical I am, however, going to make traits, because the nosedragger a flat statement that all Pitts pi- no drift. Very, very trainer really doesn’t care how lots (and any taildragger pilot for you put it on the ground. So, lots that matter) will agree with: The basic flying skills are of instructors don’t care either. character of the ground roll is a di- The result is PPL pilots with weak rect function of the quality of the required to make that basic skills that are generally car- touchdown. Probably 80 percent ried throughout their entire ca- of taildragger ground-handling kind of touchdown. reers. This isn’t a hyper-serious accidents can be traced back to problem, and is generally barely a bad touchdown: it was either noticed. Until they strap on a crooked, or drifting, or both. A Pitts, that is. bad touchdown sets up the dy- my experience, the basic skills of The Pitts absolutely won’t let namics that are then often made far too many pilots aren’t at that you get away with ignoring the worse by poor, or misunderstood, level. And that is what my evalua- basics. In fact, much of the air- rudder technique. But that’s an- tion of a Pitts S-2A or -B as avia- plane’s reputation for difficult other subject for another day. tion’s best trainer is based on. landings comes from pilots who What I’m saying here is that When it comes to teaching and are flying the airplanes more the landing roll is a thousand honing basic flying skills, the or less successfully but are hav- times easier if the touchdown is Pitts has no peer because every- ing periodic problems strictly straight with no drift. Very, very thing about its aerodynamics is because their basic skills are so basic flying skills are required to absolutely raw. There has been no weak and the Pitts is punishing make that kind of touchdown. attempt to engineer out those ba- them for it. Incidentally, it’s re- And here’s the statement that’s sic forces, which every airplane ally easy to fly great aerobatics going to piss off a lot of readers, has, but aren’t nearly as obvious but have basic skills that are just and is the core of my argument: in other planes. rough enough around the edges all the Pitts asks you to do is fly I’m talking about stuff like gy- to cause problems in non-aero- it, as if you’re a 10-hour student roscopic precession (a tailwheel batic Pitts aviating. getting ready to solo. That’s when specialty), P-factor (a major el- So what are the specifics that your basic stick-and-rudder skills ement in Pitts control), adverse make the Pitts such a great basic are usually at their peak. But, in yaw (a big deal as AOA changes), trainer? There are many, and it’s

www.iac.org 7 easiest to describe them one at a time.

The Aerodynamics Have Not Been “Improved” Virtually every certified aircraft has to have its aerodynamics “dumbed down” a little to make it more saleable to a mar- ket that includes “ease of aviating” in its list of gotta-haves. The fin is often offset to take care of torque, and to a lesser extent, P-factor effects. Some will have the motor mount offset a little. All of those aircraft will have dif- ferential ailerons in an effort to minimize the need for rudder input by minimizing adverse yaw while rolling into a turn. Note I said minimize adverse yaw, not eliminate. It’ll always be there in every airplane, but it is so tamed that it’s difficult to tell it’s there except in extreme maneuvering. This is not so with a Pitts. The Pitts was not designed to be flown by a little old lady from Keokuk with wrinkled socks, as most certified A-to-B aircraft are. It is aimed at a narrow niche, popu- lated by performance-oriented pilots. They don’t want the airplane’s performance or handling compro- mised by making it “easier.” The net result is that in a Pitts, every one of the basic laws of physics affecting an airplane is right there in your face. It’s like a mirror held up to the pilot, and he/she can clearly see where his/her basic skills are deficient without being told. In fact, it’s like the concave side of a shav- ing mirror that shows every zit and whisker on your skills, sometimes in embarrassing detail.

Keeping the Ball Centered Is Sacred It sounds silly to say, “Keep the ball centered.” It’s so basic that most of us feel as if it doesn’t need discussing. But, it does when flying a Pitts, be- BONNIE KRATZ cause there’s nothing about the

8 Sport Aerobatics July 2013 airplane that’s going to make that an easy en- deavor for a pilot. So much of modern aero engineering is aimed at lightening the ball-centered load for the pilot. Not having to worry about keeping the ball centered makes flying so much “easier.” But in the Pitts, we’re not looking for “easy.” For that reason, you absolutely have to worry about the ball because our efficiency and our flight paths are dependent on it. In a climb, for instance, if the ball is allowed to slide out until it doesn’t quite touch the lubber line, it can cost as much as 300 fpm in climb. Ditto on the glide. A Pitts is fairly fast for a dirty old, wire-and- strut braced biplane, because everything is care- fully shaped and lined up to slice through the wind. But, let the ball get off-center and its drag coeffi- AEROBATICS MAINTENANCE cient goes from that of a pool cue to that of a tum- Basic through Unlimited FACILITIES bleweed in only a few degrees. And keeping the ball Competition & Sport We specialize in centered means the pilot is always paying attention Safety & Proficiency Fabric to his butt (“Step on the ball, step on your butt”). Basic & Advanced Spins Tailwheel Aerobatic Aircraft Repair P-factor Is a Factor Every airplane with a propeller has P-factor, and Pitts S-2B Super Decathlon it’s eye-opening to see the difference between a Citabria Spamcan and something like the Pitts. First, nothing is compensated for in the airframe, so the pilot Owned and operated by Debbie Rihn-Harvey is expected to do the compensating. That’s what our feet are for. It always amazes even Pitts pilots, who don’t know they are automatically compensating for P-factor, when you ask them to take their feet com- Covered pletely off the rudders in a full power climb: theAC_HarveyRihn.indd air- 1 1/4/05 7:28:28 AM plane wastes no time in twisting into a hard left turn with the ball against the right end of the tube. And it Tumbler amuses them, when you ask them to keep their feet off the rudders in that same situation, as they cut the power and set up a glide: as the speed falls, the nose swings right and the ball crosses center, headed for the other end of the tube. Every time the power is changed the nose/ball is going to go somewhere it’s not supposed to be unless the pilot stays right on top of it. Do the same thing in a 172 and it’s hardly noticeable. To most pilots, P-factor is a theoretical entity to which little attention is paid. Not so in the Pitts. It becomes an integral part of your thought pattern, and you become a better pilot because of it. $9.99

There’s Adverse Yaw and There’s Adverse Yaw The IAC plastic travel cup As with everything else in the Pitts, when it has a screw on lid. Comes comes to adverse yaw, it carries the laws of phys- with its own colorful straw. ics to extremes, asking the pilot to do that “pilot Holds 23 oz. of your favorite stuff” to compensate for them. In normal cruise beverage. Red 7266912100020 flight, the airplane has only a little adverse yaw. Green 7266912100051 Still, if you do Dutch rolls (roll from a 30-degree Order by phone: Aqua 7266912100061 right bank to a 30-degree left bank in coordinated 800-843-3612 flight), you hardly know you’re using the rudder Pink 7266912100011

www.iac.org 9 to keep the nose straight ahead. but the nose goes to the left. being squirrelly in the air comes If you take your feet off the rud- And that’s where a lot of crooked from. And this is the way you want der and keep rolling from bank to touchdowns come from: messing a machine of any kind to be. You bank, the nose will wander maybe with the ailerons in flare without want it to do exactly what you ask 10-15 degrees left and right. How- coordinating and/or keeping the of it with no approximation. ever, slow the airplane down and nose straight ahead. With no dead spot to absorb increase the angle of attack and their uncommanded hand move- the story starts to change. No Dead Spot ments, new Pitts pilots find Slow it to 90 mph, for example, Most pilots are constantly themselves fighting the airplane. a common Pitts approach speed, moving their hands in tiny lit- And they say it’s squirrelly. How- and roll into banks left and right tle patterns without realizing it. ever, it’s not. What it is, is re- with zero rudder and you’ll see the This is a muscle memory thing active. It’s doing what the pilot adverse yaw has increased prob- that comes from flying Spam- asks of it, but too often the pi- ably 30 to 40 percent. So, more cans, where they are continually lot doesn’t know what he’s asking rudder is needed at that speed to moving the controls in the dead for. What we’re doing is taking keep the nose in front of the pilot. spot that encircles neutral. This people out of Winnebagos and Now comes the eye-opener: is no problem in something like putting them into 911 Turbo Car- slow the airplane to 70-75 mph, a 172, but the Pitts has no dead reras, and it takes a little while the speed you’ll be traveling as spot. None. Zero. Nada. Pressure to realize the airplane is exactly you’re in the act of flaring and the stick a fat 1/16-inch to the mimicking your every motion. If holding it off for landing. Do the side, and the ball will slide off you don’t want the airplane to same bank-to-bank changes: the center, the wings will move. move, don’t ask it to move. This adverse yaw is now so high that The rudders take only the is the moral behind flying any you actually see reverse command slightest, immeasurable pressure airplane, but the Pitts drives it for a few seconds on each bank, to produce the same results. And home with no doubt showing. e.g. the stick goes to the right, this is where the image of the Pitts

10 Sport Aerobatics July 2013 Precision Is Everything tors are approximated, the land- The Pitts is the sharpest tool ing itself becomes approximate, in the tool box and, if you expect and sometimes downright ugly. to do good work of any kind you All of this is abundantly clear to VOTE need a sharp tool. The drawback to students/pilots. They learn quickly a sharp tool is that if you make a that the better they control all of TODAY mistake it’ll be a big one, so you do the factors while inbound to the your best to be as exact as possible runway, the better the landing it- with it. And this is one of the major self will be. IAC needs factors that make the Pitts such a great trainer. It simply won’t toler- Pressure, Not Increment your help to get ate lackadaisical anything. We’ve Everything about the controls the Lightspeed all heard that the landing is made begs the pilot to use pressure, in the approach, and nowhere is rather than actual movement of Foundation that truer than with the Pitts. the controls, to make it do his bid- The placement of downwind, ding. All airplanes love being pres- Grant. the height and distance out, are all sured, not rammed, into position. critical. As is the need to control Everything is a squeeze. A caress. the nose attitude exactly so the And the result is a smoother, more Go online speed can be as stable as possible. sensual flight and no airplane does Not a small task. And the track sensual as well as a Pitts. today at across the ground, which will usu- If there is one drawback to the ally be at an angle to centerline, Pitts as a basic trainer it is that it should always be pointed at the ruins you for every other airplane www.lightspeed point on the runway where you you’ll ever fly. Unless you’re climb- aviationfoundation.org want to land. The runway doesn’t ing the aerobatic ladder, every exist. Only the desired touchdown other airplane is likely to be a let- point counts. If any of these fac- down, by comparison. IAC

www.iac.org 11 Cutting Grass with the Boeing 727

Weight and balance within limits

by Mark Benton

Reggie, you mentioned to me ing him how much that particu- ples of aerodynamics still apply. that when you were 15 years old, lar aircraft weighed empty, how If you go to any competition, you you took off as a passenger from much fuel and cargo was on are going to have to prove to the the Denver airport on a hot sum- board, and how many passengers starter that your aircraft is within mer day and it seemed you barely they had. It was not unusual on a its weight and balance limits. As got airborne as the aircraft ran light aircraft to have passengers we all know, this is done because out of runway. You stated, “I was move to different seats to keep if your weight and balance is not a passenger on a UAL 727 out the weight and balance within within limits, your aircraft will of Denver Stapleton when I was limits. The FE went to these two not fly properly, and just like the about 15 years old. I was sitting huge beat-up books that were B-727, the results could be disas- in the window and swear we were stored on the flight deck and de- trous. The accuracy of your weight low enough to set the grass on cided which power and flap set- and balance is especially impor- fire at the departure end of the ting would be used based on the tant for a pilot who is going up to runway. That beast took forever length of the runway, the pres- perform precision aerobatics. to climb out of there that day!” sure altitude, and the tempera- The B-727 was usually tax- I remember Denver quite well ture outside. This information ied out on two engines to save as I was based there in the 1980s. would be entered onto several on fuel. The third engine was Your departure experience from graphs and charts, and the re- started as the aircraft held short Denver as a young man was prob- sultant data was handed to the for takeoff. The actual starting ably either on Runway 17 or 35 pilots up front on a small 6-by-8 of the engine was initiated by the at the old Denver Stapleton air- inch piece of paper complete with first officer; however, the captain port. On a hot summer day and the exhaust pressure ratio (EPR) actually controlled the start le- at max gross weight—which was power setting, flap setting, and ver. Once the engine was started, around 174,000 on our B-727s— V-speeds. The pilots would then the flight engineer scrambled to that takeoff was a breath-taker set these speeds on their airspeed get the generator of the third en- even for the pilots. Back then indicators manually using plastic gine synchronized with the other the “numbers” for the takeoff markers called “bugs.” If the FE two engine generators by rotat- were compiled by the flight en- screwed up, the results could be ing a knob and watching blink- gineer (FE) who was usually a catastrophic . . . and they some- ing lights on his panel and then “new hire” or at least a very ju- times were. throwing its generator online as nior pilot at our airline. The FE An airplane is an airplane the B-727 was taxied onto the received a weight and balance whether it is a Pitts, a Citabria, runway. A warm-up of three min- sheet from the company tell- or the ancient B-727. The princi- utes was required for the third

12 Sport Aerobatics July 2013 Cutting Grass with the Boeing 727

engine, and this was usually ac- and self-induced evacuation of call one bright morning in New- complished as required. After get- the passengers through the over- ark, New Jersey, we were stopped ting the third generator online, wing exits. on a taxiway with a dozen other the flight engineer would reach Back in the B-727 days, the pi- aircraft awaiting takeoff on Run- down to his right and shut down lots worked together as a team to way 11 when we noted that the the auxiliary power unit (APU) get the aircraft ready for flight, B-727 ahead of us still had its gear that was located in the right and even then, there were unex- pins in place, orange flags wav- wheel well. The exhaust for the pected surprises at times as was ing off each one of them. How do APU came out the top of the right the case in the impromptu pas- you tell the crew that they have wing root, and more than once senger evacuation. Before the a problem without embarrassing the shutting down of the APU aircraft was even taxied, three them? I was a first officer on the caused a panic in the back with checklists had to be completed: B-737-200 at the time, and my the passengers who sometimes the receiving aircraft checklist, captain simply picked up the ra- saw a “backfire” of smoke and the before-start checklist, and dio and said “gear pins.” About flames shoot up into the air as the after-start checklist. After re- two minutes later, the back stairs the APU gave its last gasp before leasing the brakes for taxi there of the B-727 ahead lowered and shutting down. This was actually was a taxi checklist to be com- out popped a very young-looking quite harmless, but this event did pleted, and just before launch, flight engineer, complete with at times cause some unwanted there was a before-takeoff check- his hand on top of his head hold- excitement. There is the story of list. It is not a bad idea to have ing his hat in place despite the a B-727 that was cleared for take- some written checklists for your gusts from the many jet engines off from Denver one day, and as personal aircraft as well, and around him. We watched him the pilots started to apply power, most pilots do have something scurry under the jet and pop out the tower immediately canceled to double-check their memory. the three gear pins, then scram- their takeoff clearance. When There is nothing worse than tak- ble back on board. Slowly the the pilots asked why their take- ing off without your canopy se- rear stairs closed back up…that off had been canceled, they were cured or your gas tank cap sitting must have been a lonely walk told “because you have a bunch of in your guide wires. Of course back up to the flight deck hold- passengers on your wing” . . . ap- when those inevitable surprises ing those greasy gear pins in his parently one passenger saw flame do occur, it is always best to slow hand in front of all of those pas- shoot out of the APU exhaust things down a bit, remain calm, sengers. However, that was some and yelled “FIRE!” And that was and fly the airplane first—even if innovative thinking by the crew all it took to start a spontaneous you are still on the ground. I re- even though one might wonder

www.iac.org 13 On a hot day, we would roll along like this air from the packs because the engines were so far behind the flight deck that they could not for a little while feeling the main gear bouncing be heard at all. You could feel the bumps of the runway under the over the runway bumps before the mains nose wheel and the mains as the speed picked up. At rotate speed finally left the runway, and then there was this (VR), the flying pilot would start a slow rotation and the flight deck would of course be raised off very cool almost complete silence. the runway while the main gear was still on the runway. On a hot day, we would roll along like this for a little while feeling the main gear bouncing over the runway bumps before the mains finally left the runway, and then there if that was the best way to han- ally something. It was a “manly was this very cool almost com- dle the situation. I still chuckle a man” noise complete with a light plete silence. The engines were bit today when I think about the trail of black smoke, and noth- so far back there that you did not dozen or so crews in that lineup ing like the quiet whisperings of hear them, and the slipstream whose eyebrows went up when the high-bypass engines of today. was not fast enough to make any the captain said “gear pins” over When the bank of aircraft left noise yet on the windshield. So the radio. I am sure that they all Denver at different times of the there you were, flying at about looked to make sure that THEY day, the thunder of the engines 180 knots but no noise except the had their gear pins in that dirty from departing jet after jet could pack air coming through the cool- plastic case stuffed somewhere be heard miles away. ing vents. This was a weird expe- on the flight deck. Only one crew As the aircraft rolled out onto rience for pilots who are used to found that they were missing. the runway, the flight engineer the roar and loud engine noise of Little things that are missed can would slide his seat up so he sat most aircraft they had flown. cause big problems if they are right behind the center console In Denver I recall MANY take- not resolved before takeoff—one and between the two pilots . . . offs when I was sweating out my way or the other. he was the “autothrottles.” The calculations as the end of that On those hot summer days in power (throttles) was pushed up runway was obviously approach- Denver, holding short of the run- by whichever pilot was flying, and ing at a rapid rate and we were way, the pilots up front watched the FE would reach way forward not close to flying speed yet. The with interest as the aircraft ahead and trim the power and then look worse thing was, seemingly at the took off. On hot days, WHERE up to watch the runway ahead as last moment, we would rotate at that aircraft rotated and even- the aircraft accelerated (acceler- VR with the end of the runway tually lifted off was a matter of ated may be a bit too aggressive a RIGHT THERE, and because of interest to them. The flight en- term for a fully loaded B-727 (“le- our angle of attack upon rotation, gineer was too busy to look at thargically rolling faster” would the end of the runway would dis- anything at that point. The noise better describe the takeoff pro- appear below our nose so we could from aircraft taking off with cess). The only sound you would not see it anymore, but our mains the old JT8D engines was re- hear was an increased rush of were still on the runway behind

14 Sport Aerobatics July 2013 us. We knew that we had very lit- nally start to climb at a reason- ing out of runway without the air- tle concrete left, and that got your able rate. Out of 10,000 feet, we speed needed to lift off. Those trees attention every time! We would would usually accelerate to 320 at the end of the runway get big sit there about 30 to 40 feet in the knots or better in the climb. With and tall pretty quick on a hot sum- air, but those main gear way be- the added speed, the noise on the mer day when a pilot who landed hind us were still thumping and flight deck would increase sub- a couple of hours ago for a burger bumping on the concrete. Eventu- stantially as the air accelerated at the local airport restaurant with ally, the bumps would cease as the across the windshield. At these no problems because it was cooler mains lifted off, and we would all higher speeds and at cruise, the tries to take off on the same run- breathe a quiet sigh of relief. With flight deck of the B-727 was actu- way when it is 15 degrees warmer. a call of “positive rate, gear up,” ally quite loud. Like the B-727, your performance the nonflying pilot would reach As all pilots know, density alti- will be degraded more than you forward and lift the large gear le- tude affects all aircraft. Sometimes might realize, so don’t get caught ver, and we would hear and feel we need more altitude before start- in this trap. the rumbling of the gear coming ing down the back side of that low- Here is something to help win up. After the gear was up, it was level loop. Sometimes we need that beer at the local brewery af- even quieter on the flight deck. more speed before initiating that ter a hard day of aerobatics in the Our initial rate of climb on those slow roll on takeoff. Sometimes box. Most people do not know hot days was something around we need less gas or fewer people this, but in the B-727 there is ac- 500 fpm (hopefully)—noth- on a takeoff from a short runway tually a piece of wood installed on ing like our modern aircraft. We at noontime on a hot day. In the the aircraft from the Boeing fac- would accelerate on a flat climb- old days on the B-727, line pilots tory, and it is behind the flight en- out as we cleaned up the flaps never took density altitude for gineer’s panel—probably the last and slats, and when clean at granted—you shouldn’t either. piece of wood the factory installed 250 knots, the B-727 would fi- There is no worse feeling than be- on any Boeing aircraft. IAC

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• 39 years instructing in a Pitts. • Specialize in low-time pilots, cross- winds and narrow, short runways • Yeah, we teach acro too. Former Students Say: Accommodations Available Budd is one of the best instructors I’ve ever flown with. He has more knowledge to share about the Complete Resort Amenities, Families Welcome. Pitts, and flying in general, than anyone. -Mike Melvill It’s Always Sunny In Phoenix ...I had to dead stick my Pitts in and an old timer said "Nice save. Someone taught you well." Yes they did! Thanks, Budd. -Craig H. My insurance company covered me, a low-time, low-tailwheel-time pilot in a single-hole Pitts largely because I went to Budd for my training. -Tom P. ... the engine failed at low altitude and the accident investigators said that my fundamentals saved me. Budd Davisson’s Thanks my friend. -Maynard H. Plus 5 Aviation, LLC 602-971-3991 • [email protected] • Phoenix, AZ 85028 www.airbum.com www.iac.org 15 iPhone WhatElse Do You Need? NflightCam provides flight cam solutions for all applications by Patrick Carter

Ever wondered when your iPhone/iPad is going to cameras and also provides an audio cable with a noise- be a required piece of equipment? Little did we know canceling circuit, providing crystal clear audio. that when Steve Jobs announced the iPad on April 3, 2010, that he was going to revolutionize the aviation industry. Since then we have seen everything from full-blown navigational apps such as ForeFlight to engine management and $100 hamburger apps. It seems as if you have to have an app to even exist these days. Although the iPad has led in the cockpit, the iPhone has not been far behind providing a smaller but trusted backup. Most people don’t realize that the iPhone 4S and 5 pack a full-HD video camera along with all the other bells and whistles in their sleek, easy to use interface. NflightCam has provided a solution for those of us who do not want to go to the trouble or expense of mounting dedicated POV* cameras. The iPhone provides a one-stop shop for shooting, editing, and sharing. The NflightCam for iPhone kit removes the annoying propeller distortion common to all POV

16 Sport Aerobatics July 2013 The NflightCam for iPhone kit turns the iPhone into of your latest adventure. When you are finished with a flight cam by clamping onto an iPhone 4 or 5, provid- the edit, iMovie allows you to export the clip and save ing a wide-angle lens and propeller filter. The nice thing it to your device or post directly to YouTube, Vimeo, or about this clamp is that it is universal, fitting on both Facebook. This capability sets the iPhone apart from the iPhone 4, 5, and hopefully 6. It will also fit on many the competition as a flight cam. Never before have we Android phones such as the Samsung Galaxy SIII, S4, been able to shoot, perform advanced edits, and share and Motorola Razr, but Nflight only supports its use on from the same device seamlessly. Apple products at this time. This device was designed Even though for the typical general aviation cockpit, but with some the iPhone is the tape or rubber bands to secure the phone, it can work in most versatile the aerobatic cockpit, too. The 1/4-inch by 20 mounting flight cam solu- hole is universal to all cameras, so if you already have tion, it does not RAM equipment for a GPS or another camera it will work for every easily adapt. If not Nflight sells a PanaVise suction cup application such for $39.99. This suction cup has been tested to +/-12g, as mounting out- and as long as it is properly installed on a clean smooth side an aircraft or in or near an area that might get surface it is rock-solid. covered with smoke oil or fuel. In addition to dura- bility, the GoPro Hero3 Black Edition provides some features for the aerobatic pilot that have never been available for under $30,000 such as 4K resolution and 120 fps at 720p. Nflight recently filmed an inverted ribbon cut using the 120 fps, and the slow-motion results were amazing.

Nflight’s line of accessories for the GoPro Hero3 include exterior mounting kits, propeller filters, and audio cables. Although the investment in GoPro equipment is more significant than an iPhone, the results are amazing. If you are an air show performer or trying to get your name out there, they are a must- have. Rob Holland, Jeff Boerboon, and many other top competitors and performers all use this equip- Most of us know how to use the camera on the ment to capture their flights. iPhone, but editing video is a little more advanced. The Since the Hero3 uses a CMOS sensor the shut- good news is it is not hard or expensive. Apple offers ter speed is not controllable; therefore, the propeller iMovie for iPhone in the App Store for $4.99. iMovie is streaks unless the speed is modulated using a filter. a great app that allows for editing, clipping, adding mu- Nflight provides two filters: one that fits on GoPro’s sic, transitions, and special effects all on your mobile waterproof case for mounting outside the aircraft, device seconds after shooting. It even offers trailers and one that fits on the camera itself, allowing access with tips and tricks to craft a Hollywood-quality trailer to the audio input for mounting inside the cockpit.

www.iac.org 17 In addition to filters, Nflight’s mounting solution is essential for mounting the GoPro outside an aircraft to capture the amazing angles that we are all used to seeing on YouTube. Although some have successfully mounted cameras outside their aircraft using the stock plastic adhesive mounts from GoPro, numerous failures have been reported. Needless to say a camera coming loose in flight poses an imminent danger to both the pilot and anyone on the ground. Nflight’s mount is milled from billet aluminum and secures the camera to the airframe anywhere a #6, #8, or #10 machine screw is attached.

18 Sport Aerobatics July 2013 If you want to mount your GoPro in the cockpit and capture the pilot’s point of view, the NflightCam cockpit kit filters the propeller and provides an audio input from your intercom. The Hero3 does not have any mounting provisions on the camera itself, so it must be placed inside the waterproof case, preventing access to all of the inputs. Nflight designed a filter and holder for the camera that provides 1/4-inch by 20 mounting provisions, allows access to all ports and filters the propeller. This can be a great tool when practicing for a competition because you can capture your point of view and use it as an audio note-taking device by simply speaking into your mic. It will also capture all radio transmissions so you will have a record of any critiquing from the ground. The audio cable has a noise-canceling circuit to eliminate EMI in the most challenging environments. IAC

In addition to designing this to attach to the airframe securely, Nflight also replaced the stock thumb screw that attaches the camera to the mount with a socket- head screw that allows enough torque to be placed on the camera to keep it from blowing back in the slipstream. Each kit from Nflight includes the socket head screw and appropriate Allen key for tightening.

*POV, point-of-view: Term used to describe small wearable video cameras.

www.iac.org 19 ALLEN SILVER COLUMNS / ASK ALLEN www.silverparachutes.com

Safety in many different flavors

I must be getting through your attention to detail could bit, but I still make a few jumps to many of you because I’ve save your life. every year (not having missed written and talked a lot about However, I still have a year) since 1962. Have I ever proper packaging of your parachutes arrive with missing seen changes in the world of parachute(s) when you send elastic keepers, bent rip cord sport parachuting over the years. them to your rigger for servicing. pins from not being careful When I started jumping my My subliminal messages are when climbing in and out of your parachute equipment weighed working. In many cases too well. aircraft, and a few other issues. more than 50 pounds. That I now receive boxes that take The elastic keepers may not seem was almost half my weight, at me longer to open and get the important, but they are there to that time. Now the equipment parachute out of than it is to keep the webbing from blowing is less than half that weight. If pack. I’m sure the people selling around in the wind. If you are I had kept a fixed-mindset and the bubble wrap and tape are clawing your way out of your not been willing to keep an open very happy, and so am I. aircraft during an emergency growth-mindset, I would still be I read many aviation egress, one of those loose ends jumping in the dark ages. magazines each month as I’m could catch on something and Many people keep celebrating sure most of you do as well. They leave you hanging on the side of their 39th birthday each year all have safety articles on how your aircraft. A bent rip cord pin and have never learned to think to do things better and safer. could prevent you from pulling beyond a typewriter let alone Many are reports on accidents the rip cord. Don’t make a bad how to use a computer. Most of us or incidents and how to prevent day worse. Paying attention to have adapted and have a growth- them. Most are repeated over the smallest of details could be mindset. We found the time to and over in many different the one factor in the equation learn how to use a computer and flavors by many different people that saves your life. My seminars our cellphones. A while back I in many different magazines, discuss in detail keeping a had a young brother and sister in trying to get you to take on positive attitude (mindset) my shop, and they pointed to my various mindsets about safety. about bailing out. That’s the typewriter and asked me what They often have a familiar focus of this month’s column. it was. They’d grown up only message; just the names and I just finished reading an knowing a computer keyboard. dates are different. excellent article about mindsets. I know there are kids today that I’ve noticed most of my The author did a wonderful job if you ask them what time it is customers are paying closer about explaining the difference when the big hand is on 12 and attention to keeping their between a “fixed-mindset” and the little hand is on the 3, they parachutes properly maintained a “growth-mindset.” The author will look at you kind of funny. between repacks, and for that got some information from a Fixed-mindset people believe I’m glad. They probably don’t book entitled Mindset: The New their qualities are carved in want me to call and remind them Psychology of Success by Carol stone when they are born. to be more careful. Whatever Dweck, published by Ballantine They’re the best they can be, works is fine with me. Taking on Books (2008; New York, NY). and believe their skills, talents, a positive mindset about your For those who don’t know, I’ve and intelligence are something equipment and your safety is been jumping out of perfectly they cannot alter or change. important. It saves me a lot of good aircraft for more than 50 They believe they are destined unnecessary repair work, and years. I’ve slowed down quite a to be who they are and that’s

20 Sport Aerobatics July 2013 weakness. Over the years I’ve Paying attention to the smallest of had numerous pilots tell me details could be the one factor in the that they only wear a parachute because it’s required at a contest, equation that saves your life and they’ll never be able to get out of their aircraft in an emergency anyway, so why try. That’s a fixed-mindset. that. They will avoid that which do it in the first place. What is a growth-mindset? takes much effort and hard Our minds are wonderful It’s you, it’s me, and it’s all work. A challenge is scary and is things. Don’t waste it with of us accepting a different often avoided because they fear a fixed-mindset. Challenge perspective on life—when life failure. Their thinking is if they yourself to learn a new skill, and requires it. A growth-mindset have to work hard at a task, then don’t be afraid to ask for help. challenges us to believe our it means they lack the ability to Asking for help is not a sign of basic qualities can change and

Become a member of the world’s largest aerobatic organization: EAA’s International Aerobatic Club. We promote the safety and enjoyment of aerobatic flight. Join us today and begin enjoying exclusive member benefits, including a subscription to Sport Aerobatics magazine.

Call 800.564.6322 or visit www.IAC.org

www.iac.org 21 ASK ALLEN

improve through effort and, yes, sometimes through hard work. Our potentials are unknown and undetermined. Our intelligence and skills can change with hard work and help. We may not become the next Sean D. Tucker, but we can challenge ourselves to be the best we can be. Whether it’s in the cockpit or on the ground, someone who has this positive attitude about flying and life believes he or she has the ability to go from a novice to a pro. Growth-mindset people feel great about themselves when they work at something and finally figure it out. They take pride in what they do no matter how it turns out. Setbacks can motivate them. Success is measured in progress. They take calculated risks and confront challenges. They enjoy learning and welcome feedback, so they can become better. The upside and the downside of this is that you have to constantly maintain what you’ve learned. Becoming proficient at a maneuver doesn’t mean you don’t have to practice. Practice keeps you proficient. I preach this over and over in my seminars. Practice, practice, practice. Take the first step and challenge yourself to have a “growth-mindset.” Have someone teach you that one maneuver that seems impossible for you to learn. Enter your first contest with an open growth-mindset. E-mail or call me with your questions (www. SilverParachutes.com). Remember to use lots of bubble wrap and tape. Have fun, fly safely, and if you’re in my neck of the woods (Columbia Airport, O22), stop by Kirby Chambliss performing at AirVenture 2012. and say hello. IAC

22 Sport Aerobatics July 2013 www.iac.org 23 CONTEST CALENDAR

Mark your calendars for these upcoming contests. For a complete list of contests and for the most up-to-date contest calendar, visit www.IAC.org. If your chapter is hosting a contest, be sure to let the world know by posting your event on the IAC website.

Michigan Aerobatic Open Hoosier Hoedown Saturday, July 6 - Sunday, July 7, 2013 Saturday, August 10 - Sunday, August 11, 2013 Practice/Registration: Thursday, July 4 - Friday, July 5 Practice/Registration: Friday, August 9 Power: Primary through Unlimited Power: Primary through Unlimited Location: Jackson County Airport-Reynolds Field (JXN): Jackson, MI Location: Kokomo Municipal Airport (OKK), Kokomo, Indiana Region: Mid-America Region: Mid-America Contest Director: Brian Roodvoets Contest Director: Mike Wild Contact Information: Alternate Phone: 8106670642 Contact Information: Primary Phone: 765-860-3231 E-Mail: [email protected] E-Mail: [email protected] Website: iac88.eaachapter.org Website: www.hoosierhammerheads.com

Green Mountain Aerobatic Contest Doug Yost Challenge Friday, July 12 - Sunday, July 14, 2013 Saturday, August 17 - Sunday, August 18, 2013 Practice/Registration: Thursday, July 11 - Friday, July 12 Practice/Registration: Thursday, August 15 - Friday, August 16 Glider Categories: Sportsman through Unlimited Power: Primary through Unlimited Power: Primary through Unlimited Location: Spencer Municipal Airport (SPW), Spencer, IA Location: Hartness State Airport (VSF), Springfield, VT Region: Mid-America Region: Northeast Contest Director: Aaron McCartan Contest Director: Bill Gordon Contact Information: Primary Phone: 515-570-3537 Contact Information: Primary Phone: 803 585 0366 E-Mail: [email protected] E-Mail: [email protected] Website: www.iac78.org Website: http://iac35.aerobaticsweb.org Beaver State Aerobatic Contest Salem Regional Aerobatic Contest Friday, August 23 - Saturday, August 24, 2013 Saturday, July 13 - Sunday, July 14, 2013 Practice/Registration: Thursday, August 22 Practice/Registration: Friday, July 12 Rain/Weather: Sunday, August 25 Power: Primary through Unlimited Power: Primary through Unlimited Location: Salem-Leckrone Airport (SLO), Salem, IL Location: Eastern Oregon Regional Airport (PDT), Pendleton, OR Region: Mid-America Region: Northwest Contest Director: Bruce Ballew Contest Director: John Smutny Contact Information: Primary Phone: 314.369.3723 Contact Information: Primary Phone: 206.399.7097 E-Mail: [email protected] E-Mail: [email protected] Website: http://www.iac77.eaachapter.org/ High Planes HotPoxia Fest Saturday, July 13 - Sunday, July 14, 2013 2013 Upper Canada Open Practice/Registration: Friday, July 12 Saturday, August 24 - Sunday, August 25, 2013 Power: Primary through Unlimited Practice/Registration: Friday, August 23 Location: Sterling Municipal Airport (STK), Sterling, CO Power: Primary through Unlimited Region: South Central Location: Chatham Kent Municipal Airport (CNZ3), Chatham ON, Canada Contest Director: Dagmar Kress Region: Mid-America Contact Information: Primary Phone: 303-887-4473 Website: http://aerobaticscanadachapter3.blogspot.com E-Mail: [email protected] Website: www.iac12.org Oshkosh 2013 Saturday, August 24 - Sunday, August 25, 2013 Kathy Jaffe Challenge Power: Primary through Unlimited Friday, August 9 - Sunday, August 11, 2013 Location: Wittman Regional Airport (OSH), Oshkosh, WI Practice/Registration: Thursday, August 8 - Friday, August 9 Region: Mid-America Power: Primary through Unlimited Contest Director: Audra Hoy Location: South Jersey Regional Airport (VAY), Mt. Laurel, NJ Contact Information: Primary Phone: 920-203-9000 Region: Northeast E-Mail: [email protected] Contest Director: Mark Mattioli Contact Information: Primary Phone: 609-634-0327 Happiness is Delano E-Mail: [email protected] Saturday, August 31 - Sunday, September 1, 2013 Website: www.iac52.org Practice/Registration: Friday, August 30 Power: Primary through Unlimited Location: Delano Municipal Airport (DLO), Delano, CA Region: Southwest Contest Director: Stephen De La Cruz Contact Information: Alternate Phone: 760-963-6426 E-Mail: [email protected] Website: www.iacchapter26.org

24 Sport Aerobatics July 2013 Hammer Fest 2013 US National Aerobatic Championship Saturday, August 31 - Sunday, September 1, 2013 Sunday, September 22 - Friday, September 27, 2013 Practice/Registration: Friday, August 30 Practice/Registration: Saturday, September 21 Rain/Weather: Monday, September 2 Rain/Weather: Saturday, September 28 Power: Primary through Unlimited Glider Categories: Sportsman through Unlimited Location: Llano Municipal Airport (AQO), Llano, Texas Power: Primary through Unlimited Region: South Central Location: North Texas Regional Airport (KGYI), Sherman, TX Contest Director: Mike Carver Region: Mid-America Contact Information: Primary Phone: 360-888-7604 Contest Director: John Smutny E-Mail: [email protected] Contact Information: Primary Phone: 206-399-7097 Website: iac107.org E-Mail: [email protected] Website: http://nationals.iac.org/ Ace’s High Aerobatic Contest Saturday, September 7 - Sunday, September 8, 2013 27th FAI World Aerobatic Championships Practice/Registration: Friday, September 6 Wednesday, October 9 - Sunday, October 20, 2013 Power: Primary through Unlimited Practice/Registration: Tuesday, October 1 - Tuesday, October 8 Location: Newton City Airport (EWK), Newton, Kansas Power Categories: Unlimited Region: South Central Location: North Texas Regional (GYI), Sherman, TX Contest Director: Ross Schoneboom Region: South Central Contact Information: Primary Phone: 316-648-5057 Contest Director: Chris Rudd E-Mail: schoneboomr@prodigy.net Contact Information: Primary Phone: 850-766-3756 Website: www.iac119.webs.com/ E-Mail: [email protected] Website: wac2013.com East Coast Aerobatic Contest Saturday, September 7 - Sunday, September 8, 2013 Sebring Aerobatic Championships Practice/Registration: Friday, September 6 Friday, November 1 - Saturday, November 2, 2013 Power: Primary through Unlimited Practice/Registration: Saturday, October 26 - Thursday, October 31 Location: Warrenton-Fauquier Airport (HWY), Midland, VA Power: Primary through Unlimited Region: Northeast Location: Sebring regional (SEF), Sebring,FL. Contest Director: Scott Francis Region: Southeast Contact Information: Primary Phone: 703-618-4132 Contest Director: mike mays E-Mail: [email protected] Contact Information: Primary Phone: 561-313-8503 E-Mail: soaerobatics@aol.com NorAm Team Championship Website: www.iac23.com Friday, September 13 - Saturday, September 14, 2013 Practice/Registration: Thursday, September 12 Tequila Cup Rain/Weather: Sunday, September 15 Friday, November 8 - Saturday, November 9, 2013 Power: Primary through Unlimited Practice/Registration: Thursday, November 7 Location: Ephrata Municipal Airport (EPH), Ephrata, WA Glider Categories: Sportsman through Unlimited Region: Northwest Power: Primary through Unlimited Contest Director: Jerry Riedinger and Emma Stewart Location: Marana Northwest Regional Airport (AVQ), Marana, AZ Contact Information: Primary Phone: 425-985-9469 Region: Southwest E-Mail: [email protected] Contest Director: Jim Ward Website: http://www.iac67.org/ Contact Information: Primary Phone: 603-860-4456 E-Mail: [email protected] Rocky Mountain “Oyster” Invitational Website: www.tequilacup.org Saturday, September 14 - Sunday, September 15, 2013 Practice/Registration: Friday, September 13 Gliders Categories: Sportsman Intermediate Power: Primary through Unlimited Location: Lamar Municipal Airport (KLAA), Lamar, Colorado Region: South Central Contest Director: Jamie S. treat Contact Information: Primary Phone: 303-304-7937 E-Mail: [email protected] Website: http://www.iac5.org

www.iac.org 25 IAC Yellow Page Directory

Executive Office Manager...... Trish Deimer-Steineke

Sport Aerobatics Editorial Office Editor. . Reggie Paulk

Board of Directors President...... Doug Sowder Vice President...... Open Secretary ...... Jim Ward Treasurer ...... Bob Hart Northwest Reg Dir...... Klein Gilhousen Director...... Darren Pleasance Mid America Reg Dir...... Bruce Ballew Northeast Reg Dir ...... Doug Lovell Southeast Reg Dir ...... Tom Adams International Dir...... Debby Rihn-Harvey Southwest Reg Dir...... Vicky Benzing South Central Reg Dir...... Lynn Bowes Director...... Norm DeWitt, UAUSA NAA Representative...... Jonathan Gaffney EAA Representative ...... Louis Andrew Jr.

Presidents Emeritus ...... Doug Bartlett ...... Carl Bury ...... Rob Dorsey ...... Linda Hamer ...... Mike Heuer ...... Robert Heuer ...... Verne Jobst ...... Doug McConnell ...... Gerry Molidor ...... Steve Morris ...... Dr. Richard Rihn ...... Vicki Cruse

Program Chairman and Committees Achievement Awards...... Lorrie Penner, Chair Aerobatic Instruction...... Rich Stowell, Chair Awards ...... Lorrie Penner, Chair CIVA Relations...... Mike Heuer, Delegate ...... Debby Rihn-Harvey, Alt Delegate ...... Doug Sowder ...... Norm DeWitt ...... Greg Dungan ...... Brian Howard ...... Trish Deimer Collegiate Program ...... Lynn Bowes, Chair ...... Charlie Rodriguez ...... Pat Anderson ...... E. Allen Englehardt ...... Michael Lents

Technical Committee...... Tom Myers, Chair Scoring Program ...... Bob Buckley Scoring Program ...... Peter Jensen Contest Registration ...... Randy Owens Scoring Database, Regional Series and Collegiate Tabulations ...... Doug Lovell Scoring Outputs ...... DJ Molny ...... Reggie Paulk 26 Sport Aerobatics July 2013 Contest Sanctioning...... Doug Sowder, Chair ...... Bob Hart ...... Trish Deimer ...... Jim Ward ...... Vice Prez

Executive Committee...... Doug Sowder, Chair ...... Vice Prez ...... Jim Ward ...... Bob Hart

Finance Committee...... Bob Hart, Chair ...... Doug Sowder ...... Vice Prez ...... Trish Deimer

Glider Aerobatics...... Klein Gilhousen,Chair

Gov’t Relations Reps ...... Dennis Thompson, Chair, Eastern Regions ...... Wayne Roberts, Vice Chair, At Large ...... Bill Finagin, National Regions ...... Phillip Gragg, Central Regions ...... Darren Pleasance, Western Regions

Hall of Fame Committee...... David Martin, Chair ...... Bob Davis ...... Linda Hamer ...... Verne Jobst ...... Gene Soucy ...... Don Taylor ...... Position Available

Club Historian...... Mike Heuer

ICAS Liason...... Bob Davis

Judges...... Greg Dungan, Chair, Certification & Schools

Legal Counsel...... Louis Andrew Jr.

Membership...... Doug McConnell, Chair ...... Vicky Benzing

Nominations...... Lynne Stoltenberg

Online Judge Education Committee. . . Jim Ward

Rules Committee...... Brian Howard, Chair ...... Greg Dungan ...... Klein Gilhousen ...... Martha Martin ...... Doug Sowder ...... Mike Heuer, CIVA Delegate

Safety Committee ...... Steve Johnson, Chair ...... Scott Poehlmann, Chair, Human Factors ...... Doug Sowder, Technical Safety

Chapter Relations ...... Brenda Anderson, EAA Chapter Office

Insurance ...... EAA Aircraft Insurance Plan www.iac.org 27 IAC Directory

Contact Information Name Address Telephone Fax Cell Email Tom Adams P.O. Box 915, 6024 Earhart Rd; Springfield, TN 37172 615/384-1018 615/584-7146 [email protected] Brenda Anderson Chap. Office, P.O. Box 3086; Oshkosh, WI 54903-3086 920/426-6867 [email protected] Pat Anderson 105 Carnival Drive; Daytona Beach, FL 32114 386/226-6917 386/453-4900 [email protected] Louis Andrew, Jr. 55 South Main St; Fond du Lac, WI 54935 920/921-6000 920/921-0226 [email protected] Bruce Ballew 1636 Wildhorse Pkwy Dr Chesterfield, MO 63005 636/778-0020 [email protected] Doug Bartlett 1069 Bald Eagle Dr Unit 602, Marco Island, FL 34145 847/875-3339 [email protected] Vicky Benzing 21107 Michaels Dr Saratoga, CA 95070-5319 408/306-9128 [email protected] Lynn Bowes 200 Rock Creek Rd, Raymond, NE 68428 402/785-1060 402/770-5966 [email protected] Bob Buckley 6090 Fescue Drive, Colorado Springs, CO 80923 719/277-7017 [email protected] Carl Bury 4 Sleepy Terrapin Lane; Savannah GA 31411-1544 912/598-8801 912/598-8802 [email protected] Bob Davis N1561 Linn Road; Lake Geneva, WI 53147 262/248-6364 [email protected] Trish Deimer-Steineke PO Box 3086 Oshkosh WI 54903-3086 920/426-6574 920/426-6579 920/379-0287 [email protected] Norm DeWitt 148 Magnolia Drive; Atherton, CA 94027 650/321-8499 650/281-3343 [email protected] Rob Dorsey 1548 Copper Creek Court; Florence, KY 41042-9194 859/657-6340 859/657-6341 [email protected] Greg Dungan 46152 Levitan Way; Great Mills, MD 20634 301/994-0083 240/925-0980 [email protected] E. Allan Englehardt 910 Burris Avenue; Lake Bluff, IL 60044-1516 847/234-2325 847/234-2325 eallanenglehardt@compuserve.com Bill Finagin 6 Romar Drive; Annapolis, MD 21403 410/263-2740 410/263-4693 410/353-2622 [email protected] Jonathan Gaffney NAA Hangar 7 Ste 202, Washington, DC 20001 703/416-4888 [email protected] Klein Gilhousen 599 High Tower Road, Bozeman, MT 59718 406/586-2517 406/579-1942 [email protected] Phillip Gragg 1929 E Spring Meadow Ln Boise ID 83706 225/456-6847 [email protected] Linda Hamer 20483 Meridian Road; Peru IL 61354-9801 815/223-8596 815/223-6818 [email protected] Bob Hart 3019 N Ringwood Rd, McHenry, IL 60050-1324 815/363-8967 [email protected] Mike Heuer 4547 West Woodlawn Circle, Collierville, TN 38017 901/850-1301 440/220-9006 901/230-9006 [email protected] Brian Howard 721 West Silver Eagle Court; Tucson AZ 85755 520/531-9151 520/844-8132 520/360-7655 [email protected] Insurance POB 291388 Kerrville, TX 78028 866/647-4322 Peter Jensen 310 Ellmar Oaks Loop, San Jose, CA 95136 408/281-8654 [email protected] Verne Jobst 2921 Sterling Drive; McHenry IL 60050-2662 815/385-7277 815/861-1300 [email protected] Steve Johnson 1128 Silverleaf Ter Nashville, TN 37221-3363 615/662-8516 615/557-2364 [email protected] Michael Lents 5173 W Maple Ave Grand Forks, ND 58203 701/777-4848 218/779-2725 [email protected] Doug Lovell 528 Main St Apt B Beacon NY 12508-2837 914/456-1594 [email protected] David Martin 3279 La Villa Rd, Graford, TX 76449-4559 817/319-5510 [email protected] Martha Martin 3279 La Villa Road; Graford, TX 76449 940/779-3986 940-549-2930 [email protected] Doug McConnell 4203 E. Lake Shore Drive, Wonder Lake, IL 60097 815/653-1044 708/203-6192 [email protected] EAA-IAC Membership P.O. Box 3086; Oshkosh, WI 54903-3086 800/843-3612 920/426-6761 [email protected] Gerry Molidor 5912 Whiting Drive; McHenry, IL 60050 815/344-3239 815/861-9877 [email protected] DJ Molny 9290 Bauer Court, Lone Tree CO 80124 303/799-0149 [email protected] Steve Morris 24650 High Timber Lane; Agate, CO 80101 303/621-2835 [email protected] Tom Myers 443 Leland Avenue; Palo Alto, CA 94306-1131 650/328-2141 650/799-6854 [email protected] Randy Owens 6585 E Fordham Cr., Anaheim Hills, CA 92807 714/250-1291 [email protected] Reggie Paulk PO Box 520, Tabernash, CO 80478 303/552-7963 [email protected] Lorrie Penner 7628 Plainfield Road, Cincinnati, OH 45236 513/791-7331 513/284-5076 [email protected] Darren Pleasance 61402 Davis Lake Loop Bend, OR 97702 650/245-2405 [email protected] Scott Poehlmann 825 Wingfoote Road, El Paso, TX 79912 915/307-6450 915/545-6710 512/751-7937 [email protected] Dr. Richard Rihn 1101 Scots Lane, Walnut Creek, CA 94596 925/938-4236 925/938-4036 [email protected] Debby Rihn-Harvey 10446 Carlow Lane; La Porte, TX 77571-4214 281/470-8456 [email protected] Wayne Roberts 547 Northwoods Dr, Grenada, MS 38901 662/226-4919 [email protected] Charlie Rodriquez 309 E. Industrial Park Rd.; Murphysboro, IL 62966 618/453-9215 618/453-4850 618/534-1105 [email protected] Gene Soucy 2951 Marina Bay Dr Suite 130-340 League City TX 77573 281/513-6590 [email protected] Doug Sowder 118 East High Dr, Spokane, WA 99203 509/747-5748 [email protected] Lynne Stoltenberg 656 Windy Acres Rd Brenham TX 77833 979/836-2610 [email protected] Rich Stowell PO Box 1026 McCall ID 83638 805/525-2037 [email protected] Don Taylor 6109 Copper Rose NE Albuquerque NM 87111 505/858-0005 [email protected] Dennis Thompson 6908 Railroad Blvd Mays Landing, NJ 08330 973/219-5071 908/638-8463 973/219-5071 [email protected] Jim Ward 2033 2nd Ave Apt 1702 Seattle WA 98121 206/448-6175 603/860-4456 [email protected]

28 Sport Aerobatics July 2013 Contact Information Name Address Telephone Fax Cell Email Tom Adams P.O. Box 915, 6024 Earhart Rd; Springfield, TN 37172 615/384-1018 615/584-7146 [email protected] Brenda Anderson Chap. Office, P.O. Box 3086; Oshkosh, WI 54903-3086 920/426-6867 [email protected] Pat Anderson 105 Carnival Drive; Daytona Beach, FL 32114 386/226-6917 386/453-4900 [email protected] Louis Andrew, Jr. 55 South Main St; Fond du Lac, WI 54935 920/921-6000 920/921-0226 [email protected] Bruce Ballew 1636 Wildhorse Pkwy Dr Chesterfield, MO 63005 636/778-0020 [email protected] Doug Bartlett 1069 Bald Eagle Dr Unit 602, Marco Island, FL 34145 847/875-3339 [email protected] Vicky Benzing 21107 Michaels Dr Saratoga, CA 95070-5319 408/306-9128 [email protected] Lynn Bowes 200 Rock Creek Rd, Raymond, NE 68428 402/785-1060 402/770-5966 [email protected] Bob Buckley 6090 Fescue Drive, Colorado Springs, CO 80923 719/277-7017 [email protected] Carl Bury 4 Sleepy Terrapin Lane; Savannah GA 31411-1544 912/598-8801 912/598-8802 [email protected] Bob Davis N1561 Linn Road; Lake Geneva, WI 53147 262/248-6364 [email protected] Trish Deimer-Steineke PO Box 3086 Oshkosh WI 54903-3086 920/426-6574 920/426-6579 920/379-0287 [email protected] Norm DeWitt 148 Magnolia Drive; Atherton, CA 94027 650/321-8499 650/281-3343 [email protected] Rob Dorsey 1548 Copper Creek Court; Florence, KY 41042-9194 859/657-6340 859/657-6341 [email protected] Greg Dungan 46152 Levitan Way; Great Mills, MD 20634 301/994-0083 240/925-0980 [email protected] E. Allan Englehardt 910 Burris Avenue; Lake Bluff, IL 60044-1516 847/234-2325 847/234-2325 [email protected] Bill Finagin 6 Romar Drive; Annapolis, MD 21403 410/263-2740 410/263-4693 410/353-2622 [email protected] Jonathan Gaffney NAA Hangar 7 Ste 202, Washington, DC 20001 703/416-4888 [email protected] Klein Gilhousen 599 High Tower Road, Bozeman, MT 59718 406/586-2517 406/579-1942 [email protected] Phillip Gragg 1929 E Spring Meadow Ln Boise ID 83706 225/456-6847 [email protected] Linda Hamer 20483 Meridian Road; Peru IL 61354-9801 815/223-8596 815/223-6818 [email protected] Bob Hart 3019 N Ringwood Rd, McHenry, IL 60050-1324 815/363-8967 [email protected] Mike Heuer 4547 West Woodlawn Circle, Collierville, TN 38017 901/850-1301 440/220-9006 901/230-9006 [email protected] Brian Howard 721 West Silver Eagle Court; Tucson AZ 85755 520/531-9151 520/844-8132 520/360-7655 [email protected] Insurance POB 291388 Kerrville, TX 78028 866/647-4322 Peter Jensen 310 Ellmar Oaks Loop, San Jose, CA 95136 408/281-8654 [email protected] Verne Jobst 2921 Sterling Drive; McHenry IL 60050-2662 815/385-7277 815/861-1300 [email protected] Steve Johnson 1128 Silverleaf Ter Nashville, TN 37221-3363 615/662-8516 615/557-2364 [email protected] Michael Lents 5173 W Maple Ave Grand Forks, ND 58203 701/777-4848 218/779-2725 [email protected] Doug Lovell 528 Main St Apt B Beacon NY 12508-2837 914/456-1594 [email protected] David Martin 3279 La Villa Rd, Graford, TX 76449-4559 817/319-5510 [email protected] Martha Martin 3279 La Villa Road; Graford, TX 76449 940/779-3986 940-549-2930 [email protected] Doug McConnell 4203 E. Lake Shore Drive, Wonder Lake, IL 60097 815/653-1044 708/203-6192 [email protected] EAA-IAC Membership P.O. Box 3086; Oshkosh, WI 54903-3086 800/843-3612 920/426-6761 [email protected] Gerry Molidor 5912 Whiting Drive; McHenry, IL 60050 815/344-3239 815/861-9877 [email protected] DJ Molny 9290 Bauer Court, Lone Tree CO 80124 303/799-0149 [email protected] Steve Morris 24650 High Timber Lane; Agate, CO 80101 303/621-2835 [email protected] Tom Myers 443 Leland Avenue; Palo Alto, CA 94306-1131 650/328-2141 650/799-6854 [email protected] Randy Owens 6585 E Fordham Cr., Anaheim Hills, CA 92807 714/250-1291 [email protected] Reggie Paulk PO Box 520, Tabernash, CO 80478 303/552-7963 [email protected] Lorrie Penner 7628 Plainfield Road, Cincinnati, OH 45236 513/791-7331 513/284-5076 [email protected] Darren Pleasance 61402 Davis Lake Loop Bend, OR 97702 650/245-2405 [email protected] Scott Poehlmann 825 Wingfoote Road, El Paso, TX 79912 915/307-6450 915/545-6710 512/751-7937 [email protected] Dr. Richard Rihn 1101 Scots Lane, Walnut Creek, CA 94596 925/938-4236 925/938-4036 [email protected] Debby Rihn-Harvey 10446 Carlow Lane; La Porte, TX 77571-4214 281/470-8456 [email protected] Wayne Roberts 547 Northwoods Dr, Grenada, MS 38901 662/226-4919 [email protected] Charlie Rodriquez 309 E. Industrial Park Rd.; Murphysboro, IL 62966 618/453-9215 618/453-4850 618/534-1105 [email protected] Gene Soucy 2951 Marina Bay Dr Suite 130-340 League City TX 77573 281/513-6590 [email protected] Doug Sowder 118 East High Dr, Spokane, WA 99203 509/747-5748 [email protected] Lynne Stoltenberg 656 Windy Acres Rd Brenham TX 77833 979/836-2610 [email protected] Rich Stowell PO Box 1026 McCall ID 83638 805/525-2037 [email protected] Don Taylor 6109 Copper Rose NE Albuquerque NM 87111 505/858-0005 [email protected] Dennis Thompson 6908 Railroad Blvd Mays Landing, NJ 08330 973/219-5071 908/638-8463 973/219-5071 [email protected] Jim Ward 2033 2nd Ave Apt 1702 Seattle WA 98121 206/448-6175 603/860-4456 [email protected]

www.iac.org 29

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Advertising index Advertiser PAGE WEBSITE PHONE Aviators Unlimited ...... 31 ...... www.AviatorsUnlimited.us ...... 276-614-0412 Dent-Air, Ltd...... 31 ...... [email protected] ...... 410-263-2740 Dylan Aviation ...... 31 ...... www.DylanAviation.com ...... 772-485-6761 EAA AirVenture ...... 23 ...... www.airventure.org EAA Insurance...... BC...... www.eaalowerrates.com ...... 866-647-4322 Ford Motor Company...... IFC...... www.Ford.com ...... 800-392-3673 Harvey & Rihn Aviation Inc...... 9...... www.HarveyRihn.com ...... 281-471-1675 IAC Merchandise...... 9 & IBC. . . . .www.shopeaa.com/iac.aspx ...... 800-843-3612 IAC Lifetime Membership...... 30...... www.iac.org/lifetime-membership . . . . . 800-564-6322 MT-Propeller ...... 31 ...... www.mt-propeller.com ...... 386-736-7762 Para-Phernalia...... 11 ...... www.SoftieParachutes.com ...... 360-435-7220 Plus 5 Aviation, LLC...... 15...... www.Airbum.com ...... 602-971-3991 Silver Parachute ...... 31 ...... www.SilverParachutes.com ...... 510-785-7070 Vertical Works, The ...... 31...... www.theverticalworks.com ...... 732-865-1610

www.iac.org 31 MEET A MEMBER BY GARY DEBAUN, IAC #4145

Chelsea Stein Engberg

GD: Chelsea, tell us a little about how you got started snap opposite. For some reason this figure just makes me in competition aerobatics? smile every time I fly it. CE: I fell in love with the idea of aerobatics through air shows first, and when I started my training at Tutima Acad- GD: What’s the hardest figure to judge? emy I discovered competition aerobatics and was hooked! CE: N-figures in Unlimited are pretty tough to judge because they almost always have a ton of both same direction GD: What and where was your first contest and how and opposite direction rolls and snaps (both inside and did you do? outside) scattered all over them. There is just so much go- CE: My first contest was the Paso Robles Contest (Chap- ing on it takes a lot of focus to judge them. ter 38) in 2007, and I ended up in the middle of the bottom third in Sportsman if I recall correctly. I hadn’t even finished GD: Do you have any preflight routines like listening my 10-hour training course yet, but Ken Erickson was my to music, yoga, or stretching? safety pilot in the Pitts, and I loved the entire experience! CE: Before every flight (practice or contest flight) I spend some time walking through, visualizing the flight and lis- GD: What aircraft are you currently flying in compe- tening to music (my current song to get pumped up with tition and in what category? is “Promises”—the Skrillex and Nero Remix). Then I try to CE: Extra 300L in Advanced (my first year in the category). spend a little time clearing my mind and getting in the right head space about 15 minutes before I get in the airplane. GD: Do you have any aerobatic goals? CE: Yes, I’d like to make the U.S. Advanced Team a few times GD: If you could change anything in the IAC, what before hopefully moving up to Unlimited—I think I’m on the would it be? 10-12 year plan and look forward to the entire adventure. CE: I’d love to see the fair play system (FPS) used at all IAC contests (regional and national levels). GD: What’s your opinion on flight suits and helmets in competition aerobatics? GD: Do you have other interests outside of CE: I am a huge proponent of flight suits; I don’t like aerobatics? the idea of flying in synthetic materials and things that CE: What? There’s life outside of aerobatics?! Actually can melt. Helmets, on the other hand, are a bit more of a yes, I do. I love animals, hiking, traveling, and going on ad- debate as an argument can be made both for and against ventures (road trips, outdoor explorations, etc.). Basically their use. In many situations they can be beneficial, but I love taking every opportunity/adventure that I can—you they can also lead to injuries under normal g as well as dur- only live once, right?! ing an impact, so each person has to weigh the pros and cons. I personally fly with a flight suit and helmet as well as IAC 433552 Nomex racing shoes. Chapter Affiliation: 26 Occupation: New Business GD: What’s your favorite figure to fly? Developer/Aerobatic Instructor CE: This is an ever-changing answer for me. Currently E-mail: [email protected] I’m really enjoying the final figure in the 2013 Advanced Age: 32 Known—1/2 loop up with a 3x2 followed by 1-1/2 inside

32 Sport Aerobatics July 2013 IAC Caps

$14.99* $14.99* Navy Brushed Twill Red Brushed Twill –7266929800062 –7266929800020 Solid brushed twill Solid brushed twill constructed cap. constructed cap. 100% cottonwith 100% cotton. Velcro velcro back closure. back closureand has IAC embroidered the IAC logo embroi- in red with white dered in red with outline. white outline.

$15.99* $15.99* Khaki Mesh Royal Blue –7266930100000 Microfiber Mesh contructed cap –7266929700000 made with 100% 100% polyester. Cap polyester, contrasting has contrast black bill, and adjustable insets, adjustable velcro back. IAC in velcro closure, and red embroidery with the IAC logo embroi- white outline dered in red with white outline.

Key Rings $7.99* Metal and colored plastic key rings are 3’w by 1 1/4”h by 1/4”d have the IAC logo etched in the metal center. IAC Pink Key Ring – 7266912600011 IAC Red Key Ring – 7266912600020 IAC Blue Key Ring – 7266912600061 IAC Black Key Ring – 7266912600093 Order by phone: 800-843-3612 www.shopeaa.com/iac.aspx Outside the U.S.. and Canada 920-426-5912 *Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% slaes tax.